Brake-applying apparatus



May 10 1927.

C. S. BUSHNELL BRAKE- APPLYING APPARATUS Filed March 20, 1925 4 Sheets-Sheet l "TIL- tl'f 5 e R c U m on n a @INV TOR. hrromvgy 1,628,454 y 1927- c. s. BUSHN/EL'L BRAKE APPLYING APPARATUS Filed March 20, 1925 4 Sheets-Sheet 2 %%TORNEY 1,628,454 May 1927' c. s. BUSHNELL BRAKE APPLYING APPARATUS Filedv M'arch 20, 1925 4 Sheets-Sheet 3 FIGAO.

Exh. 24

2 66 R 4 Real Real G9 1 E v ,as To 80 M R 84 Equal. Res.

85 To MR.

I 1,628,454 y 1927- s. BUSHNELL BRAKE APPLYING APPARATUS Filed March 20, 1925 4 Sheets-Sheet 4 v ORNEY Patented May 10, 1927.

4 UNITED STATES PATENT OFFICE.

CHARLES S. BUSHNELL, ROCHESTER, NEW YORK, ASSIGNQR 'IllO GENERAL RAIL- WAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK.

BRAKE-APPLYING; APPARATUS.

. Application filed March 20, 1925. Serial No. 16,937.

This invention relates to brake applying apparatus for railway trains, and more particularly to control apparatus adapted for controlling the brakes of such trains either 5 manually or automatically.

In applying train control to railway s 's- "tems, it has been found expedient to use the same device for effecting a brake application automatically as that used by the en- 1 gineer for effecting a brake applicationfor "arious reasons some of which will now be given. If an automatic tbrake application is made by suitable train control apparatus it is essential that the engineer should not be permitted to annul such a brake application by recharging the brake pipe and for' this reason the engineers brake valve itself is preferably moved as far as the la position at least.- If a predetermined re uction only in brake pipe pressure is to be made the same device .is preferably used so that a second predetermined reduction is. not made on top of the first predetermined reduction, and further it is desirable to effect an automatic brake application and manual brake application by the same device-so that, by reason of the fact that since automatic brake applications only seldom occur, and if the same device is used for effecting a manual and an automatic application the mechanism does not stand idle as much but is operated repeatedly by the engineer when making amanual brake application. It has been experienced in the application of automatic train control to railways that a two stage brake application is much safer in preventing break-in-twos and buckling of trains when an automatic brake application is made. One of the problems confronted in designing brake control mechanism for making a two-stage brake application is the determination of the period of time intervening between the 'two stages -In order to discuss this further it'isconsidered Kill advisable to review briefly the operation of.

equalizing discharge piston valve located'directly under the engineers brake valve to open and discharge brake pipe pressure until the brake pipe pressure has been reduced to that of the equalizing reservoir pressure. This equalizing discharge piston valve is designed so that this valve gradually closes as the pressure in the brake PIPE approaches that of the pressure on the other side of the piston, namely, the equal-' izing reservoir pressure, consequently the blowing otf of air is tapered, so to speak,-

and the rate of discharge is not in roportion to pressure only but is depen ent on the pressure in the brake pipe and the opening afforded by this equalizing discharge plston valve. Since the flow of air from the brake pipe through this equalizing discharge piston valve is tapered as just explained, a two-stage brake application even though the second stage starts immediately after the first stage has been completed, is d fferent from a single stage brake applicatron effecting the same reduction in brake pipe pressure; this being true because. in the two-stage brake application the ressure above the equalizing discharge piston 1s reduced say half as much in each stage, so that two tapering discharge periods transpire, whereas if a single reduction is made a single taper discharge period transpires. Obviously, the effect of two llght tapering discharges of air from the brake pipe will have a different effect on the triple valves of the cars of the train than will one heavy. tapering dischar 'e. Bearing this discussion in mind, it readily appears that the second stage reduction might even be started before the first reduction stage has been completed, and still effect a brake application that is different from a single stage brake application.

One of the reasons for employing a twostage brake application is that the slack between cars shall first be taken up before a heavy brake application takes place, so as to avoid buckling-of the train; and since the taking up of theslack depends upon the length. of the train, 'the grade of the track, the speed of the train andthe like, it

is difficult to determine how the two reductions of two-stage application should be spaced; this same thing also being true of break-in-twos. Net, itis diflic'ult to determine definitely just what kind of a twostage brake application should be made to suit the various conditions encountered in practice.

In accordance with the present invention it is therefore proposed to either start the second reduction a predetermined time after the first reduction has been started, which may be varied according to the length of the train and the particular grade on which the train is traveling at the time, to have this time fixed for all conditions or to have the second stage reduction start immediately after the first stage has been completed.

More specifically it is proposed in accordance with the present invention to modify the usual engineers brake valve by closing up the usual equalizing reservoir service exhaust port and adding a supplemental valve which vents the equalizing reservoir into one or more closed reduction reservoirs when the engineers brake valve is in the service position, and to vent these reduction reservoirs to atmosphere when the engineers brake valve is in the release or running position and possibly also when in the lap position; to provide automatic means for operating the usual engineers brake valve and this supplemental valve to the service position and during such operation unlatch the handle of the engineers brake valve so that the engineer can not prevent the automatic operation taking place and also to avoid injury due to automatic movement of such handle; and to provide means for connecting the two reduction reservoirs together a suitable period of time after an auto matic brake application is initiated.

As a further object of the present invention it is proposed to provide means for penalizing the engineer if he does not anticipate the automatic means in starting a brake application or does not properly control the train.

Other objects, purposes and characteristic features of the invention will in part be pointed out in the description hereinafter and in part be obvious from the drawings.

In describing the invention in detail reference will be made to the accompanying drawings in which 1- r Fig. l is a top view of a well known and standard form of engineers brake valve for automatic air brake systems, having a brake valve actuator and supplemental valve mechanism superimposed thereon;

Fig. 2 is a sectional elevation of the mechanism shown in Fig. 1 taken on the line 2-2 of Fig. 1;

Fig. 3 is a horizontal sectional view of the mechanism shown in Figs. 1 and 2 taken on the line 3-3 of Fig. 2;

Fig. 4 is another horizontal section of this mechanism taken on the line 4-4 of Fig. 2;

neeaaea Fig. 5 is a vertical section of the cut-out cock and air strainer of the mechanism taken on the line 5-5 of Fig. i;

Figs. 6, 7, 8 and 9 show the ports of the supplemental service valve for the release, .lap, service and emergency positions of the engineers brake valve, respectively, the seat of this valve being shown in dotted lines in Fig. 1;

Fig. 10 shows the combined manual and automatic brake applying mechanism connected to an air brake system for effecting a one-stage predetermined reduction in brake pipe pressure upon an automatic application of the brakes, and either a predetermined reduction or a reduction in excess of such predetermined reduction by a manual brake application;

Fig. 11 shows some of the ports and cavities in the seat and the rotary valve of the usual engineers brake valve which valve has been slightly modified tor adapting such valve or the combined manual and automatic brake applying mechanism embodying the present invention;

Fig. 12 shows brake applying means con structed and arranged whereby a brake applying device may either be operated manually or automatically, and which mechanism it operated automatically by suitable train control mechanism effects a predetermined reduction in brake pipe pressure by a twostage reduction, wherein the second stage reduction is'started when the brake pipe pressure by discharging through the usual equalizing discharge piston valve has been reduced substantially to equalizing reservoir pressure; and,

Fig. 13 shows a modified arrangement of the brake applying mechanism from that shown in Fig. 12, in which the second stage reduction is started when the brake pipe stops discharging through the equalizing discharge piston valve.

In describing the invention the usual engincers brake valve as modified together with the actuator and supplemental service ex haust valve will first be described in detail, after which the various brake applying systems in which these devices are used will be described.

Brake oaloe and actuator structure.

Referring particularly to Figs. 1 to 5 the body 1 of the usual engineers brake valve which may be assumed to be the \Vestinghouse type H6 brake valve is shown, in which the usual rotary valve 2 and the usual valve stem 3 project therefrom. On the body portion 1. is shown a modified form of cap member or main frame 4 having integral therewith the various flanges necessary to support the actuator, and having a notched sector 5 projecting horizontally therefrom into which the latch plunger 6 associated with the engineers brake valve handle 7 may engage. On the flange justmentioned are bolted the cylinders 10 and 11 of the automatic brake valve actuator which contain pistons 13 and'14. It should he noted that the pistons are of different diameter so that different forces are exerted thereby when the pressure in both of the cylinders is the same, whereby the pistons normally assume the position shown in Fig. 3 whenthe same pressure is present in both of the cylinders. These pistons are connected by a rack 15-containing gear teeth 16. this rack being guided by the rounded-- end of a screw plug 17 cngagng a slot in the rack 15. I

Referring particularly to Fig. 2, the squared portion 3* of the usual valve stem 3, the upper threaded end of which is not used while the actuator is employed but is only used when the brake valve is employed in the usual way, engages a squared openingin the supplemental valve stem 20, this valve stem having a slot in the top end thereof which cooperates with the off-set splinedextension 22 of the supplemental service exhaust valve 22. this valve in practice being partially held downward on its seatby the compression spring 23 conta ned in pockets formed in this supplemental service exhaust valve 22 and in the cap member 24. The splined extension 22 is purposely elf-set from the center line, as shown. so that this valve. can be placed in position in one way only. This cap member 24 is fastened by five cap screws 25 to the actuator casting including the cylinders 10 and 11 heretofore mentioned a gasket 26 being interposed between this cap and casting. It should be noted at this time that the supplemental valve stem 20 is provided with oil holes 27 which cooperate with the main oil space 28 containing an o l plug 29. a drip lug 30 being provided so that the flow of oil to the various parts to ,be oiled is properly proportioned. .1

It is thus noted that the main rotary valve 2 of the engineers brake valve is directly mechanically connected to the supplemental service exhaust 22' Rotatably mounted about the lower end of the supplemental valve stem 20 is a handle plate 7 which is intee'ral with the engineers brake valve handle 7; whereas near the top of this supplemental valve stem 20 is rotatably mounted the actuator pinion'33 which has teeth engaging the teeth 16 of the rack 15, so that, this actuator pinion rotates in accordance with the movement of the rack 15 and pistons 13 and 14. Just below the actuator pinion 33 and above the handle plate 7 the supplemental valvestem 20 is provided with a projecting lug 34 (see Fig. 4), and a pair of spaced ears Between the ears 35 is pivotally secured a latch member 36 which is held in its normal position by a compression spring 37 contained on a guide pin 38 and having its end bearing against the head of this pin 38 and a pocket 39 formed integral with the supplemental valve stem 20, so that the latch is urged into the normal position in which it has been shown. This lug 34 and latch member 36 are adapted to be engaged by various parts of the handle plate and the actuator pinion, so that the supplemental valve stem 20 may be operated by either of 3 these two mechanisms.

In the particular arrangement shown the lug 34 is normally engaged by a lug 42 projecting upwardly from the handle plate 7 and at times this lug 34 is engaged with a lug 43 depending from the actuator pinion 33 (see Figs. 3 and 4), this lug 43 not extending down far enough to strike the lug 42 on the handle plate 7 during automatic operation of this pinion 33. From the actuator pinion 33 there is also depending a pin 44 which however is not long enough to strike the lug 34 but is adapted to strike the rammed end portion of the latch member 36. so that engagement of this pin 44 with the cam portion of the latch member 36 causes the latch to be moved to a position so that its other end gets outof engagement with the circular cam 47 projecting up-,

Wardly from the handle plate 7. From this it readily appears (see Fig. 4), when the actuator pinion 33 (see Figs. 2 and 3) and the lug .43 and pin 44 depending from this pinion 33 move in a counter-clockwise direction, that the pin 44 first engages the latch member 36 so as to move it out of latching engagement with the circular cam 47 and immediately thereafter the lug 43 of this,

actuator pinion engages the lug 34 projecting from the supplemental valve stem 20 and causes this valve stem together with the two valves operatively connected thereto to move in a counterclockwise direct'on, all without moving the engineers brake valve handle which has now been unlatched from the remaining mechanism. The various parts such as the length of the stroke of the rack 15. the diameter of the actuator pinion 33 etc., are so chosen that when the pistons 13 and 14 move to the extreme left hand position the engineers brake valve is moved to the service position (see Fig. 4). Further, it should be noted that dur'ng this movement of the valves by the actuator mechan sm. although the engineers brake valve handle 7 is disconnected from these valves, the engineer may move these valves to effected by re-engagement of the lug 43 with the lug 34 when the engineers brake valve handle follows up the movement of the valve and is moved beyond the service position, further that return of the handle after the emergency position, this being Lil being moved to the service position does not re-engage the latch.

The front wall of the actuator casting is provided with a cover plate 50 (see Figs. 3 and 10) which cover plate supports electrical switch mechanism. This mechanism consists ot? a stationary contact 51 supported by an insulating plate 52 and a movable contact 53 having a roller 51 pivotally secured thereto which contact is also supported by this insulating plate 52, these contacts 51 and 5:, are normally in engagement with each other but are so located adjacent the handle plate '7 that the lug 56 projecting upwardly from the handle plate T (see Fig. 3) causes these contacts to separate when the engineers brake valve handle 7 is in either the lap or service position. In other words, switch mechanism is provided which is capable of normally closing a circuit and opening this circuit or vice versa, it the hralte 'alve handle is moved into the lap or service or in any other position if desired manually but notopening such contacts it the valves are moved to such positions automatically.

In order that the engineer may at all times he int'oru'ied as to the operated position of the brake valve actuator, an indicator is provided for this purpose. This indicator (see Figs. 1, 2 and 3) is secured to the shaft 51) containing the small pinion (it) which is in engagement with the actuator pinion 32' so that the indicator 58 moves in response to the movement. of the pistons 13 and H and the rack 15. It. should be noted that this indicator 58 is not only visible, but projects from the casing and its position may be determined in the dark by feeling the direction in which the pointer or indicator 58 points. Also, this indicator 58 is so small that the actuator can not possibly be prevented from operating the valve by blocking the indicator, for if this were done, it would break due to the fact that it has been purposely designed notv to be able to resist the forces transmitted by the actuator.

Having now discussed the various movable parts of the supplemental valve mechanism and brake valve. actuator, let as consider the various ports and passages through which air may tlow to the anions parts ol" the mechanism. Referring to Fig. 2 it will of course be remembered by those skilled in the. art of air brakes that the space directly over the usual rotary valve of the engineers brake valve is connected to main reservoir pressure, and it will be noted that the cap member as well as the actuator casting containing cylinders 10 and 11 are provided with a passage (32 as shown in dotted lines, so that main reservoir pressure may low from the top of the rotary valve to the right hand or small cylinder 10. Also, that this passage 62, shown in dotted lines, extends eeaasa along the two cylinders 10 and 11, and ter minutes in the top of the strainer housing (see Figs. 2 and 5), containing the strainer (33 from whence air may flow through the passage (Sat into the passage (35 leading to the large cylinder 11 when the cut-out cook 60 is turned to its abnormal or cut-out'position. The two cylinders are connected to main reservoir pressure, through these passages, (52, (it, and (55 when the cut-out cock is turned to the cut-out position, to which it may only be turned after the seal 67 'is broken and the pin 68 (see Fig. 4) has been moved out of the plane of movement of the cut-out cock till. Referring to Fig. 5, it should be noted that the passage is nor mally connected to the pipe (32) which leads to the electro-pneumatic valve EPV shown in Figs. 10, 1:2, and 13. The retaining pm 57 (see Fig. at) is provided to keep pin as from dropping out altogether when the seal (37 is removed.

Referring to l ig. 1, it readily appears that the cavity it), the cavity 71, and the exhaust hole. 72 are connected to the equalizing reservoir passage 73, the reduction reservoir passage Ti and the exhaust passage 75 leading to atmosphere respectively.

In order to clearly understand-the funetioning of this supplemental service exhaust valve, attention is directed to Figs. 6, 7, 8 and t) which show this valve in the release, the lap, service and emergency positions respectively. These cavities in the valve are shown slightly wider than the cavities and openings 10, 71 and 72 contained in the seat so that they may be readily distinguished from each other. The supplen'iental valve 22 contains only two cavities, namely, the valve seating cavity 76 and the exhaust cavity T7. The valve seating cavity 76 (see Fig. 2) is connected to the top of the valve by the hole 78, and since this cavity 76 is always in comnnlnication with cavity 70, which is connected to equalizing reservoir pressure this equalizing reservoir pressure is maintained on top of the supplemental service exhaust valve so as to maintain the proper pressure on this valve to hold it on 4)., and that the equalizing reservoir pas sage 73 is connected to the reduction reservoir passage Tl when the supplemental serv-. ice exhaust valve 22 is in either the service or the emergency position (see Figs. 8 and 9). From this it readily appears that the reduction reservoir passage is connected to atmosphere for all positions of the engineers being energizedby a suitable source of envalve'to the left of the service position and that the equalizing reservoir passage is connected to the reduction reservoir passage for all positions of the engineers brake valve to the rightof the lap position.

It may be pointed out at this time that the passage through which the reduction reservoir R is exhausted to atmosphere, in-

cluding port 77 and openings 71 and 72, is so large that the reduction reservoir completely discharges if the valve is moved to the release position long enough to release the brakes, this to avoid the possibility of releasing the brakes without getting the reduction reservoir in condition for'another' full service brake application.

Structure (Fig. .10).

Referring to Fig. 10, the brake applying mechanism just described is shown connected to a braking system including an equalizing reservoir 80 and a reduction reservoir R, and this mechanism is controlled by an electro-pneumatic valve EPV which is normally energized by a circuit including a contact 82. This contact 82 conventionally illustrates a contact operated by suitable train control mechanism, which opens when an automatic brake application is to: be effected and may be opened when the speed of the train is excessive, when the train passes a point along the track under predetermmed traffic conditions ahead, and may open when the engineer does not properly control the train or manifest his vigilance in some way or another, or may open if any one of these conditions transpire, this circuit 'le ft hand cylinder 11 of the brake valve actuator to-atmosphere through exhaust pipe 85. Manual operation (Fig.

Let us first consider a brake application made by the mechanism shown'in Fig. 10

when this mechanism is operated manually.

Under normal conditions of the apparatus the brake pipe. B1? jand'the equalizing reservoir 80, contain aiifpres'sure of a prede tel-mined va1ue 1depending on the adjustment of'th'e feed valve .(not shown) which permits the flow of air from-the main reservoir .MR (not specifically shown) to the brake pipe until it is charged to a certainvalue when the engirieers valve is in the normal running position th'rough the medium of reservoir to the proper rate.

cavity 87 in the rotary valve in the usual engineers brake valve (see Fig. 11) which need not be discussed specifically, also,-

under this condition the brake pipe 1S con-' nected to the equalizing reservoir through the cavity 88, and further main reservoir pressure exists in the small cylinder 10 for reasons heretofore given and pressure exists in the large left hand cylinder 11 by reason of the energized condition of the EPV.

Net, the actuator mechanism assumes its normal position as shown in Figs. 1 to4 inclusive and the supplemental service exhaust valve 22 has its ports in a position to blank the equalizing reservoir andconnect the reduction reservoir to atmosphere. now, the engineer moves his brake valve handle to the service position to eflect a brake application the exhaust cavity 77 of l the supplemental valve is moved to a position to cut off the exhaust port 72 from the reduction reservoir port 71 and connect this reduction reservoir port 71 to the equalizing reservoir port 7 0 through the passage 73 having a restricting bushing 7 3 therein, this restricting bushing being provided to restrict the fiow of air from the equalizing When the valve is moved to the service position as just explained, the usual ports in the engineers rotary valve and seat cause the equalizing reservoir to be isolated 'from the brake pipe and also the brake pipe 'to be isolated from feed valve pressure, and with the supplemental service exhaust valve moved to the service position, air may flow from the equalizing reservoir to the reduction reservoir R until the pressure has equalized between these reservoirs, thereby effecting areduction depending on the ratio of the volumes ofboth of these reservoirs to that of the equal- I izing reservoir alone, which ratio is such as to give a full service reduction. ThlS, in turn, causes the brake pipe to be vented until it has dropped to this equalized pressure through the usual equalizing d1scharge piston 89 located below the standard engineers brake valve (see Fig. 10). In

this connection, it should be remembered that the usual equalizing reservoir service exhaust port in'the seat of the usual engineers brake valve has been closed by the screw plug 61 so that the equalizing reservoir can not be vented to atmosphere through the.

usual passages provided for this purpose. If the. engineer desires to make a further reduction below that of the predetermined reduction, which is seldom if ever necessary, he may move his handle to the lap posit on and thereby (see Fig. 7 cause the reduction reservoir to be disconnected from thee .ual-

izing reservoir and be vented to atmosp ere, after which if the valve is moved to the service position air will again flow from the equalizing reservoir 80 to the reduction reservoir It until a new equalizing pressure lower than the previous equalizing pressure has been reached.

In this connection it is desired to be pointed out that if the engineer wants to split his application, so to speak, by making several successive reductions and by returning to the lap position between these reductions, the engineer will be required to return his handle to the lap position when the desired reduction has been made. This. because air' has been permitted to escape from the reduction reservoir, and if the handle is finally left in the service position an excessive reduction is made. This is, however, not true of the braking mechanism shown in Fig. 14.

If the engineer now wishes to release the brakes he may move to either the running or the release position and in so doing he recharges the brake pipe in the same way as is done in the usual air brake system, this movement to the release position also again connects the equalizing reservoir to the brake pipe so that the equalizing reservoir will also be recharged, and also such movement causes the reduction reservoir to be discharged to atmosphere, for reasons given heretofore.

Automatic ope-ration (Fig. 10).

Let us assume that by reason of excessive speed, or for some other reason, contacts 82 are opened by the automatic train control apparatus (not shown} and the device EPV is de'energized for the purpose of effecting! an automatic brake application. lVith the device EPV in its de-energized position the large cylinder 11 is vented to atmosphere through pipes 69 and 85, so that the force acting on the large piston ceases and no longer predominates the force acting on the small piston, and the pressure in the small cylinder 10 forces the rack 15 toward the left. During the initial idle movement of the rack 15 the actuator pinion turns loosely without changing the positions of thetwo valves. This lost motion is necessary in order to permit the engineer to move the usual rotary valve and the supplemental valve from the normal running position to the holding and release positions without be: ing obstructed by the automatic means when normal. Upon a slight further rotation of the actuator pinion 33 in the counter-clockwise direction the pinkt depending from this pinion 33 strikes the am portion of the latch member 36 thereby unlatrhing the handle and upon a slight further movement the 111 43 also depending from this pinion 33,str1kes the lug 34 integral with the supplemental valve stem 20.. Further movement of the rack and pinion causes the usual rotary valve and the supplemental service valve 22 to rotate with the pinion 33, and

, inseam-- when the pinion has reached its ultimate position at which the protruding bolt extending from the large piston strikes the st op 18 contained in the cylinder head of the large cylinder 11 it is stopped. When this posi tion of the rack 15 and pinion 33 is reached, the two valves are in the service position. This causes the usual rotary valve to blank all ports, except the port- 86 which now vents the excess pressure head governor pipe to atmosphere as more particularly pointed out hereinafter. In this (onncction it should be borne in mind that the service exhaust port in the seat of this rotary valve is plugged up by the plug 61 as heretofore mentioned. The supplemental service exhaust valve, however, now is in a position as shown in Fig. 8 so that the equalizing reservoir cavity is in communication with the reduction reservoir cavity 71 through the application and exhaust cavity 77, so that the equalizing reservoir pressure may flow into the reduction reservoir until the pressure between these reservoirs is equalized, as pointed out in connection with the manual operation; thereby effecting a brake application through the action of the equalizing discharge piston valve 89 in response to equalizing reservoir pressure. This brake application brings the train to a stop or a predetermined low speed depending on the train control mechanism operating contacts 82, and if these contaclzi are again closed the brake valve actuator returns to its normal position by reason of reapplication of main reservoir pressure to the large cylinder 11, but this return movement of the actuator does not return the rotary valves, which valves must be returned by a positive act on the part of the engineer. It should be borne in mind that the engineer may effect an emergency brake application while a service brake application is being made automatically for reasons heretofore given.

Structure (Fig. 12

In Fig. 12 has been shown a brake applying mechanism in which the brake valve, supplemental service exhaust valve. brake valve actuator, EPV and equalizing reservoir are the same as those heretofore described. Instead of using a single reduction reservoir such as R, two reservoirs R and R are used. These reservoirs R and R are normally isolated by the lower valve member 90 of the electrically operated valve EV, this valve being normally energized as shown. The upper valve. member 91 of this electrically operated valve EV affords a passage for venting the second reduction reservoir R to tltll'lOSPl'lOlB through pipe 92 as clearly shown in Fig. 12. In addition to the apparatus heretofore described there lllll llin are shown in Fig. 12 two slow acting relays 93 and 94 and a pneumatically ,operatedditand 100, a differential piston arrangement may of course be used instead of these diaphragms, if desired. The diaphragms 97 and 98 are connected by suitable means such as a bolt or the like 101 which has an insulat-- the normally closed contact 82 of the train control mechanism. lVith this relay 93 energized andwith the engineers brake valve in the normal running position and the contacts 53-51 closed, the other slow dropping relay 94 is energized through the following circuit :beginning 21131110 terminal B of a suitable source of energy such as a battery, contacts 515,3, wire 107 front contact 108 of the relay 93, wires 109 and 110,

winding of the relay 94. wire 111 connected to a common return wire C leading to the Automatic operation (Fig. 12).

As heretofore mentioned the apparatus shown 111F121. 12 includes the provision of means for efl'ecting a two-stage service application resulting ina definitefpredeter mined reduction in brake pipe pressure.

Let us now assume that an automatic brake.

application, is'to be. effected and that contacts 82 areopenedjliyisuitable train control apparatus 'fo'n this reason. Opening of contacts 82 de-energizes both the device EPV I and the relay 93, but by reason of the slow dropping characteristic of the relay 93 its front contact 108 will remain closed for a time.

rotary valve and the supplemental service exhaust valve to the service position quickly, efiecting a reduction in the pressure in-thc De-energization of the device EPV causes the brake valve actuator to move the equalizing reservoir 81 until it has equalized with the pressure in the first reduction reservoid R for reasons heretofore given. The ratio of volumes of the equalizing reservoir to the first reduction reservoir is such as to cft'ecta 7 or 8 pound reduction upon equalization when these reservoirs are connected as just explained. The reduction in equalizin reservoir pressure causes the difllerentia l pneun'iatically operated circuit closer DPC to close contact 103, because brake pipe pres sure in chamber 95 is higher than equalize ing reservoir pressure in chamber 96. Vith these contacts closed, which takes place before the front contact 108 of the relay 93 is dropped, a stick circuit for the relay 94 is completed. which circuit may be traced as follows :beginning at terminal B, contacts til-53 on the engineers brake valve handle, wire 114, contacts 103 o ierated by the pneumatic circuit controller PC, wire 115, stick contact 116 of the relay 94, wires 117 and 110, winding. of the relay 94, wire 111, to common return wire 0, so that the relay 94 is maintained energized in spite of the dropping of relay 93.

As time runs on with the equalizing reservoir pressure lower than brake pipe pressure the brake pipe pressure gradually reduces through the usual equalizing discharge piston val'vei89, and when this brake pipe pressure has almost fallen to cqualiz'ng reservoir pressure contacts 103 again open. When these contacts 103 open the relay 94 is (lo-energized, which in turn through the contact 112 de-energizes the electrically operated valve EV. With this valve EV deenergized it moves to its abnormal dropped I position quickly, thereby connecting the reduction reservoirs R and R together withoutallowing appreciable escape of air. to atmosphere during seating of the valve 91. lVith the reduction reservoirs R and R connected together, as just explained, the equalizing reservoir pressure will again be lowered until the pressure between these three reservoirs is equalized. Vith this further reduction in'equalizing reservoir pressure a second stage of reduction in brake pipe pressure takes .place. The reduction reservoir R is of such volume that the reduction in equalizing.reservoir pressure result ng upon equalization is such as to give a full service,brake-application w thout waste of air. It should be noted even though contacts 103 again close as soon asequahz ing reservoir pressure is dropped, that closure of these contacts has no eifect on'the ap Ill paratus, because they are contained in a stick circuit for the relay 94. and therefore are not able to pick up this relay 94. I

As just brought out in the operation ot the apparatus shown in Fig. 12 the second stage of venting of the brake pipe begins shortly after the first stage ends. This. however, causes the brakes of the train to be applied considerably different from what they would be if a single stage brake application resulting in the same degree of venting of the brake-pipe were made. because the di charge of brake pipe pressure tapers oil, so to speak, as heretofore explained, also, a short lapse of time may separate these stages by reason of lag in the operation of mechanisms of this kind. It' the engineer wishes to have the second stage of the brake application overlap with the first stage of brake application, he may do so by moving his handle to the lap or service posit on before the first stage is completed. and thereby drop the relay 9% by opening of contacts 51-53. 111 other words. the apparatus shown in Fig. 12 affords a two-stage brake application, the second stage of which follows shortly after the first stage and wherein the engineer may have the second stage beg n before the first stage has been fully carried out, or he even may start the second stage immediately after the first so that the result is a single stage application.

As far as venting the equalizing reservoir into the reduction reservoir R by manual operation of the brake applying mechanism is concerned, the apparatus in Fig. 12 functions the same as that of Fig. 10 already explained. It is however desired to be brought out that manual operationot' the brake valve of Fig. 12 to the service position for a time sutlicient to make a reduction of say 7 or 8 pounds in equalizing reservoir pressure and its return to the lap position efi'ects opening of contacts 51-53 to cause dropping of the relay 94; also, that this relay 94 remains de-energized so long as the brake ,valve handle is not moved to the left beyond the lap position. Consequently the relay 9i. and in turn the valve 111V, remain deenergized so long as the brakes are not released and the reduction reservoirs R and R remain connected together from the time the manual application is started until the brakes are released, so that the reservoirs R and R effect the braking system upon amanual brake application the same as does the single but larger reduction reservoir R in Fig. 10.

b'tmcturc (Fig. 13).

The apparatus shown in Fig. 13 is identical to that shown in Fig. 12 except that the dill'erential pneumatic circuit controller DPC is entirely omitted, and for the contact 103 of this device the contact 120 of a single pressure pneumatic circuit controller PC is substituted. This single diaphragm. circuit controller PC is connected to the service exhaust port leading from the engineers brake valve, that is. the port through which the exhaust from the equalizing discharge piston valve 89 flows. this exhaust flowing through the pipe 121 into the chamber and'outthrough the service exhaust fitting ill. the service exhaust fitting 31 being removed and being connected to the exhaust outlet of this circuit controller PC. From this it readily appears that as air flows from the exhaust port of the engineers brake valve a back pressure, so to speak, is set up in the chamber 95, so that the contacts 120 are closed so long as air is escaping from the engineers brake valve.

Operation (Fig. 13)

The operation of the apparatus shown in Fig. 13 is the same as that shown in Fig. 12 except that the contact 120 is operated by back pressure due to the exhaust leading from the engineers brake valve, whereas the contact 103 shown in Fig. 12 is closed so long as equalizing reservoir pressure is higher than brake pipe pressure. Since there must be a flow of air from the engineers brake valve so long as equalizing reservoir pressure is higher than brake pipe pressure by reason of the construction of the equalizing discharge piston valve, the contacts 103 and 120 function substantially alike, so that the operation of both of these systems is substantially the same. It should be noted, that the engineer may cause the second stage of the brake application to commence before the first stage has been completed in the arrangement shown in Fig. 13 by moving his brake valve handle to the lap or service position while an automatic brake application takes place.

It the engine employing the train control apparatus shown in Fig. at is used as a second engine while double heading, the conductor of the train, who is provided with a key for opening the lock 153, will allow the engineer of the second engine to place his combined cut-out cock and double headingcock DC to the cut-out position, in which the train control apparatus on the second train will be ineffective and the double heading cock will be in condition for double heading purposes.

The present invention thus provides brake applying apparatus in which the same rotary valves are used for effecting brake applications manually or automatically. so that this apparatus is repeatedly operated and is therefore not apt to fail to function by reason of rust and gummed up lubrication which might accumulate by reason of infrequent use; this apparatus being constructed cavities therein; stationary means against so that if automatically operated a predewhich said valve devicerides having ports termined reduction in brake pipe pressure and cavities therein; said ports and cavities only is made either by a single or a twobeing so arranged that when said valve de stage brake application and if a manual vice is in its normal position. said equalizing brake application is to be made, a service reservoir is connected to said brake pipe and" application of any degree may be carried said reduction reservoiris connected toat out without going to-emergency, and wheremosphere, when said valve is in its service in an emergency brake application may be brake applying position said equalizing res- 10 made by the engineer in'spite ofthe' fact ervoir is disconnected from the brake pipe that the automatic apparatus is in position but is connected to said reduction reservoir,

to efiiect a service application. a and when said valve assumes aposition inter- Having thus shown and described several mediate such normal and service position;

specific embodiments of the invention and and equalizing reservoir is isolated from having shown rather specific apparatus for both saidbrake pipe and said reduction carrying out the invention, it is desired to reservoir; manually operable means for conbe understood that the specific apparatus trolling-the operation of saidvalve device;

illustrated has been shown for the purpose and automatic -means for operating said of clearly disclosing apparatus whereby the valve device.

ffrnctions underlying the present invention In a braking system for railway trains may be carried out, and not with the idea of vof the type in which the brake pipe isfnorshowing the particular apparatus preferably mallyv charged and in which a brake'appliemployed in practice non setting forth'the cation is effected if brake pipe pressure is scope of the presentinvention, For in-' reduced; the combination with a main'res stance gvario'us changes in the circuit' arervoir, a reduction reservoir and anequaliz- .rangem'ent for controlling the electrically ing reservoir; an equalizing discharge operated valveEV- and other changes may piston valve between said equalizing re.-

be made' so long as the function isthe same er'i'oir and said-brake pipe for dischargwithout departingfrom the scope of the ing said brake "pipe to atmosphere so present invention or the idea of means long as its pressure is above that of the 5 underlying the same. equalizing reservoir; of a movable valve de- \Vhatis desired to be secured by Letters vice' having portsand cavities therein; sta- Patent'is:-' tion'ary means against which said valve- 1. In a braking system for railway trains device rides having ports andcavities there'- of the type in which the brake pipe is norin; said ports and'cavities being so arranged mally charged and in which a brake applithat when said valve device is in its normal 1 cation is effected if brake pipe pressure isposition, said equalizing reservoir is conreduced; the combination of an equalizing nected to said brake,pip e and said reduction 1 Yreservoir; 'a reduction reservoir; a valve reservoir is connected to atmosphere, when member having a cavity, a seaton whichsaid said valve device is in its service brake ap-. valve member is adapted to move having plying position said equalizing reservoir is i three openings:- therein; said openings, being disconnected from the brake pipe but is con connected to the equalizing reservoir the renected to said reduction reservoir, and when duction reservoir and to atmosphere respecsaid valve device assumes a position intertively, and being so arranged that the reducmediate suchnormal and service position tion reservoir isconnected to atmosphere said' e 'ualizing reservoir is isolated from 'when the valve-member is in the normal both'said brake pipe and saidreduction resery position, and the reduction reservoir is convoir and also said reduction reservoir is connected to the equalizing reservoir when said nected to atmosphere; a handle forop'erating valve member is in the brake applying posisaid valve device; and automatic means for tion; means formanually controlling said simultaneously moving said valve device to valve member; and means for automatically its service brake applying position and 01 operating said valve member. operatively disconnecting said handle from 1 2, In a braking system for railway trams said valve device. Y of the type in which the brake p1pe.1s nor-' 4. In a braking system for railway trains 9 .mally charged and in which a brake appliof the type in which the brake pipe'is nor- ,cation is effected if brakekpipepressure is mally charged and in which a brake applireduced; the combination with-a main reser- Cation is effected if brake pipe pressure is 4 voir; a reduction reservoir and an equaliz-' reduced; the combination with an equalizing J ing reservoir; an equa lizing discharge piston reservoir, a reduction reservoir and aTmain valve bet\'\-'een "said equalizingreservoir and reservoir-jot, an 'engineers brake valve of said brake pipe. for discharging said brake the construction described and usually emp'ipe to atmosphere so long as its pressure played in such type of braking systems-exis above that of the equalizing reservoir; of cept that the equalizing reservoir service 'disa movable valve device having ports and charge port thereof has been plugged up, of

a supplemental-valve operatively connected to the brake valve, said supplemental valve connecting said reduction reservoir to at- 'mosphere when said engineersbrake valve cation is effected if brake pipe pressure is reduced; the combination with'an equalizing reservoir, a reduction reservoir anda main reservoir; of an engineers brake valve of the type described-and usually employed in such type of braking systems except that the equalizing reservoir service exhaust port thereof has been plugged up, of. a supplemental valve operativdy connected to the brake valve, said supplemental valve connecting said reduction reservoir to atmosphere when said engineers brake valve is in the running position and connecting said equalizing reservoir to the reduction reser* voir through a restrictedconnect-ion when the engineers brake valve is in the service position, ahandle for operating said valves and automatic means for simultaneously dis connecting said handleandoperating said valves to the service nosition.

6. In a. braking system for railway trains of the type in which the brake pipe is normally charged and in which a brake application is efi'ected if. brake pipe pressure is reduced; the'combination with an equalizing reservoir; a reduction reservoir; a valve member having a cavity; a seat against which said valve member is adapted to move having three openings therein; said open-, ings being connected to the equalizing reservoir, the reduction reservoir and to atmosphere respectively, and being so arranged that the reduction reservoir is connected to atmosphere when the valve member is in the normal position, and the reduction IQSEPYOII is connected to the equalizing reservoir when said valve 'Inember is in the brake applying position; means for manually controlling said valve member; means for automatically operating said valve member; and other automatic means for connecting said reduction reservoir to another reduction reservoir rendered efi'ective'after said first ment oned reduction reservoir has been connected to the equalizing reservoir by the automatic means.

r T. In a braking system for railway trains of the type in which the brake pipe is nor? mally charged and in which a brake application is "efi'ected if brake pipe pressure is reduced; the combination with a main reservoir; a reduction reservoir and an equalizing reservoir; an equalizing discharge piston valve between said equalizing reservoir and said brake pipe for dischargingsaid brake pipe to atmosphere so long as its' pressure is above that 6f the equalizingreservoir; of a movable valve device having ports and cavities therein; stationary means against which reservoir is disconnected from the brake pipe but is connected to'said reduction reservoir, and when said valve assumes a position intermediate such normal and service position said equalizing reservoir is isolated from bothsaid brake pipe and said reduction reservoir; manually operable means for controlling the operation of said valve device; and automatic means r'or operating said device, and other automatic means for connecting said reduction reservoir to another reservoir rendered eilective after said first mentioned reduction reservoir hasbeen connected to the equalizing reservoir by theautomatic means.

8. In a braking system'for railway trains of the type in which the brake pipe is normally charged and in which a brake application is effected if brake pipe pressure is. reduced; the combination with a main reserreservoir; an equalizing discharge piston valve between said equalizing reservoir and said brake pipe for discharging said brake pipe to atmosphere so long as its pressure is above that of the equalizing reservoir; of a movable valve device having ports and cavities therein; a stationary .means against which said valve device rides having ports and cavities therein; said ports and cavities being so arranged that when said valve device is in its normal position, said equalizing reservoir is connected to said brake pipe and said reduction reservoir is connected to atmosphere; when said valve is in its service brake applying position said equalizing reservoir is disconnected from the brake pipe but is connected to said reduction reservoir, and when said valve assumes a position intermediate such normal and service position said equalizing reservoir is isolated from both said brake pipe and said reduction reservoir, and also said reductionreservoir is connected to atmosphere; means for automatically operating said valve member, and other automatic means for connecting said reduction reservoir to another reduction res ervoir rendered eti'ective after said first mentioned reduction reservoir has been convoir, a reduction reservoir and an equalizing .nected'to the equalizing reservoir by, the

cation is effected if-brake pipe pressure is reduced; the combination with an equalizing reservoir, arreduction reservoir and a main reservoir; of an engineers brake valve of the type described and usually employed in such type of braking systems except that the equalizing-reservoir service exhaust port thereof has been plugged up; of a supplemental valve operatively connected to he i brake valve; said supplemental valve con ne'ct-lng saldreduction reservoir to 'atmosphere when said engineer's brake valve isin the running position, and connecting said equalizing reservoir to the reduction reservoir through a restricted connection when said engineers brake valve is in the service positionpa handle for operating said valve: means for automaticallyLfoperating said valve; and other automatic means tor conmeeting saidreservoir to another reduction, reservoir rendered effective after said first mentioned reduction reservoir has been conequalizing reservoir, .a reduction resei'yo ir v and a main'reservoir; of an engineers brake valve of the construc ign usually employed for such type of braking systems except that "the equalizing reservoir" service exhaust port theieof'has been plugged up; of a supple mental valve operatively connected to the brake valve; said supplemental valve -con neeting said reduction reservoirmto atmosphereivlien said engineers brakevalve is in the running position, and connecting said equalizing reservoir to the reduction reservoir through a restricted connectiounvhen the engineers brak'e valve is in the service position; a handle for operating saidvalves; and automatic means for simultaneously (lis connectingsaid handle and operating said valves to the service position; and other automatic means for connecting said reduction reservoir to another reduction retervoir ren'dered effective after the first mentioned reduction reservoir has been connected to the equalizing reservoir "by the automatic means.

r a 1.1. In :a brakingsyste for I railvvay trains of the type in which t e brake piper-is normall 'charged and in which a brake application is effected if brake pipe pressure is rednced; in combination an equalizing reservolr and a reduction reservoir; of an engineer s brake valve of the construction usually employed in. systems of thiskind but modified by-having cavities and ports for connecting the equalizing reservoir to the reduction reservoir whenysaid brake valvejsin the service brake applying posi- 74} tion, and for connecting said reduction r'e s-' ervoir to atmosphere when; the brakevalve is in'the normal positionfa handle for oper ating said valve; automatic means for sin'mltaneouslvoperative]; disconnecting said 75 handle from said valve and operating said valve to the service position; and other automatic means for thereafter eonnectingsaid reduction reservoir to a second reduction reservoir initiated upon operation mentionedautomatic means i 12. Iii a braking s v:te-m for railway trains of the type in which the bake pipe, .is normally charged and in which a brake' application is effected if brake pipe pressure is reduced; in combination an equalizingjreservoir and a reduction reservoir; of an enginecr s brake valve of the const'rue- 7 ti'onl usually employed in systems of this kind but modified by having cavities ant ports for connecting the equalizing reservoir to the reduction reservoir vvhen said brake valve is in the service brake applying position, and for connecting said reduction reservoir to atmcsphere when the brake valve isi'n the normal position; a handle for operatingsaid valve; automatic means for simultaneously operatively disconnecting said handle from said valve and operating-said '1 valve to the service position; a second reduc- 0 tion reservoir; an electro-pneumatic valve in a pipelconnecting said reduction res'er voirs which valve if energized isolates Said reservoirs; and means initiated upon, automatic operation of said automatic means for (lei-energizing said electro -pneumatic -valve and therebyronnecting the two reduction reservoirs together. I i

13 In a braking system for railway trainsbf the type in which the brake pipe is 13 normally charged and in which a brake application is eii'ected if-brakepipe pres sure is reduced; In CQmblImtlOH an equalizji'ng reservoir, and a reduction reser\ 'oir;.of; t

brake valve -is-i-n the service brake applying position and for gonnectlng sald reduction reservoir to atmosphere when the brake valve is in the normal position; a handle for operating said valve;,automatic means for simultaneouslyoperatively disconnecting said handle from said valve and operating said valve. to theservice position; a second xreduction reservoir: an electro-pneumatic valve in a pipe connecting said reduction reservoirsvvhieh valveif energized isolates of said first normally charged and in which a brake application is efl'ected it brake pipe pressure is reduced; in combination an equalizing reservoir, and'a reduction reservoir: of an engincews brake valve of the construction usually employed in systems of this kind but modified by having cavities and ports for connecting the equalizing reservoir to the reduction reservoir when said brake valve is in the service brake applying position, and for connecting said reduction reservoir to atmosphere when the brake valve is in the normal position; a handle for operating said valve; automatic means for simultaneously operatively disconnecting said handle from said valve and operating said valve to the service position: a second reduction reservoir; an electro-pneumatie valvein a pipe connecting said\ reduction reservoirs which valve if energized isolates said reservoirs; a

"of the type in which the brake pipe islnorcontact in the circuit for energizing said electro-pneumatic valve closed so long as there is air discharging from theservice exhaust port of the engineer's brake valve.

15. In a braking system for railway trains of the typein which the brake pipe is normally charged and in which a brake application is effected if brake pipe pressure is reduced; in combination an equalizing reservoir. and a reduction reservoir; of an engineer's brake valve of the construction usua ly employed in systems of this kind-but -modified by having cavities and ports for connecting the equalizing reservoir to the reduction reservoir when said brake valve is in the service brake applying position, and for connecting said reduction reservoir to atmosphere when the brake valve is in the normal position; a handle for operating said valve; automatic means for simultaneously operatively disconnecting said handle from said'valve and operating said valve to the service position; a second reduction reservoir: an electro-pneumatic valve in a pipe connecting said reduction reservoirs which valve if energized isolates said reservoirs; a contact in the circuit for energizing said electro-pneumatic valve, closed after the lapse of a predetermined interval .of time after said automatic means is rendered active. Y

16. In a braking system for railway trains mallv charged and in which a brake application is eii'ected if brake pipe pressure is reduced. the combination with an engineers brake valve of the type usually employed in systems of this type having an equalizing discharge piston valve and a pneumatically operated circuit controller which assumes an type of braking systems except that the equalizing reservoir service exhaust port, thereof has been plugged up; ot a supplemental valve operatively connected to the brake valve; said supplemental valve connecting said reduction reservoir to atmosphere when said engineers brake valve is in the running position, and connecting said equalizing reservoir to the reduction reservoir through a restrictedconnection when the engineer's brake valve is in the service position: a handle for operating said valve; automatic means for operating said valve; and other automatic means for connecting said reduction reservoir to asecond reduction reservoir comprising, an electro-pnew matic valve which if de-energized connects the two reduction reservoirs together, a stick relay having a pick-up circuit and a stick circuit, said pick-up circuit including a contact opened upon initiation of said first mentioned automatic means and a contact closed when the engineers brake valve is in'its normal running position in series. and said stick circuit including a contact closedwhen' the engineefsbrake valve is in the normal position and a contact closed so long as brake pipe pressure is highe r than equalizing reservoir pressure in series.

18. In a braking system for railway trains of the type in which the brake pipe is normally charged and in which a brake application isetfectcd if brake pipe pressure is reduced; the combination with an equalizing reservoir; a reduction reservoir and a main rerervoir; of an engineers brake valve of the construction usually employed for such type of braking systems except that the equalizing reservoir port thereof has been plugged up; of a supplemental valve operatively connected to the brake valve; said supplemental valve connecting said reduction reservoir to atmosphere when said engineers brake valve is in the running position and connecting said equalizin" reservoir to the reduction reservoir through a restricted connection when the engineers brake valve is in the service position; a handle for operating said valve; automatic means for operating said valve; and other too.

automatic means for connecting said reduc- 7 tion reservoir to a second reduction reservoir compr1s1ng,. an eleetro-pneumat c being discharged from the service exhaust Valve which if deenergized connects the two reduction reservoirs together, a stick relay having a pick-up circuit and a stick circuit,-

said pick-up circuit including a contact opened upon initiation of said first mentioned automatic means and a contact closed when the engineers brake valve is in its normal running position in series, and said stick circuit including a contact closed when the engineersbrakevalue is In the normal position and a contact closed so long as air is port of the engineers brake valve in series.

19. In an automatic train control system for trains employing braking systems of the type in which the brake pipe isnormally charged and in which a brake application is effected if'brake pipe pressure is reduced, a valve member having a cavity, a seat against which said valve member is adapted to move having three openings therein; said open--,

ings being connected to the equalizing reservoir the reduction reservoir and to atmosphere respectively, and being so -arranged v that the reduction reservoir is connected to atmosphere when the valve member 1s m the normal position, and the reduction reservoir is connected to the equalizing reservoir when said valve member is in thebrake applying position; means for manually controlling said valve member means for automatically operating said valve member, and nieansfor penalizing the engineer effective if said valve member is automatically operated.

20. In an automatic train control system for trains employing braking systems of the type in which the brake pipe is normally charged and in which a brake application is effected if brake pipe pressure is reduced; a valve member having a cavity; a seat against which said valve member is adapted to move having three openings therein; said openings being connected to an equalizing reservoir, a reduction reservoir and to atmosphere respectively, and being so arranged thatlhe reduction reservoir is connected to atmosphere when the valve member is inthe normal position, and the reduction reservoir is connected to the equalizing reservoir when type in which the brake pipe is'normally charged and in which-a brake application is effected if brake pipe pressure is reduced; a

valve member having a cavity; a seat against.

which said valve member is adapted to move having three openings therein; said openings being connected to an equalizing reservoir, a reduction reservoir and to atmosphere respectively, and being so arranged that the reduction reservoir is connected to atmosphere when the valve member is'in the nor mal position, and the reduction reservoir is connected to the equalizingreservoir when said valve member is in the brake applying position; means for 'nianually controlling said valve member permitting the engineer eifect-ing equalizing reservoir pressure re-- duction in several stages; means for automatically operating said valve member and for inflicting a penalty upon the engineer;

and. means for preventing the infliction of such penalty if the engineer has manually moved said valve device to the brake applying position and is holding it there, or the brake pipe isbeing vented by reason of the fact that this valve device has been in the brake applying position. i

22. In an automatic train control system for trains employing braking systems of the charged and in which a brake application results if brake pipe pressure is reduced; a reduction reservoir and an equalizing reservoir; an equalizing discharge piston .valve between said equalizing reservoir and said brake pipe for discharging said brake pipe to atmosphere so long as its pressure is above that of the equalizing reservoir; of a ov- -t vpe in which the brake pipe is normally able valve device having ports and cavities therein; stationary means against which said valve device rides having ports and cav ties therein; 'said ports and cavities being so arranged that when said valve device is in its'normal position, said equalizing reservoir is connected to said brake pipe and said reduction reservoir is connected to atmosphere, when said valve device is in its service brake applying position said equalizing reservoir is disconnected fromthe brake pipe but is connected to said reduction reservoir, and

when said valve device assumes a position intermediate such normal and service position said equalizing reservoir is isolated from both said brake pipe and said reduction reservoir, and also said reduction reservoir is connected to atmosphere; means 'for' manually controlling said valve device; means for automatically operating said valve device; means for penalizing-the engineer if,

said valve device is automatically operated and means for preventing said penalizing means being effective if theengineer antici-- pates the automatic means in starting a brake application himself.

-23. In an automatic train control system .the combination of a reduction reservoir and an equalizing reservoir; an equalizing discharge piston valve between said equalizing reservoir and said brake pipe for discharging said brake pipe to atmosphere so long as its pressure is above that of the equalizing reservoir; of a movable valve device having ports and cavities therein; stationary means against which said valve device rides having ports and cavities therein; said ports and cavities being so arranged that when said valve device is in its normal position, said equalizing reservoir is connected to said brake pipe and said reduction reservoir is connected to atmosphere, when said valve device is in its service brake applying positioncsaid equalizing reservoir is disconnected from the brake pipe but is connected to said reduction reservoir, and when said valve device assumes a position intermediate such normal and service position said equalizing reservoir is isolated from both said brake pipe and said reduction reservoir and also said reduction reservoir is connected to atmosphere; means for manually controlling said valve device; means 'forautomatically controlling said valve device; and means for inflicting a penalty upon the engineer if said valve device is operated automatically while there is no pressure discharging from the equalizing discharge piston valve.

24. In an automatic train control system for trains employing braking systems of the type in which the brake pipe is normally charged and in which a brake application is effected if brake pipe pressure is reduced; a reduction reservoir and an equalizing res ervoir; an equalizing discharge piston valve between said equalizing reservoir and said brake pipe for discharging said brake pipe to atmosphere so long as its pressure is above that of theequalizing reservoir; of a movable valve device having ports and cavities therein; stationary means against which said valve device rides having ports and cavities therein; said ports and cavities being so arranged that when said'valve device is in its normal position, said equalizing reservoir is connected to atmosphere, when said valve device is in its servicerbrake applying position said equalizing reservoir is disconnected from the brake pipe but is connected to said reduction reservoir, and when said valve device assumes a position intermediate such normal and service position said equalizing reservoir is isolated from both said brake pipe and said reduction reservoir and also said reduction reservoir is connected to atmosphere; means for manually controlling said valve device to effect reduction in equalizing reservoir pressure in several stages;

means for automatically operating said valve device; and means for inflicting a penalty upon the engineer, unless the engineer anticipates the automatic means and operates said valve device to a brake applying position manually or the engineer has just, effected a reduction in equalizing reservoir pressureto which reduced pressure the brake pipe has not yet fallen through the medium of the equalizing discharge piston valve.

25. In an automatic train control system for trains employing braking systems of the type in which the brake pipe is normally charged and in which a brake application is efi'ected if brake pipe pressure is reduced; a reduction reservoir and an equalizing reservoir; an equalizing discharge piston valve between said equalizing reservoir and said brake pipe for discharging said brake 1 e to atmos here so lon as its resa {5 sure is above that of the equalizing reservoir; of a movable valve device having ports and cavities therein; stationary means against which said valve device rides having-ports and cavities therein; said ports and cavities being 50 arranged that when said valve device is in its normal position, said equalizing reservoir is connected to said brake pipe and said reduction reservoir is connected to atmosphere, when said valve device is in its service brake applying piston said equalizing reservoir is disconnected from the brake pipe but is connected to said reduction reservoir, and when said valve device assumes a position intermediate such normal and service position said equalizing reservoir is isolated from both said brake pipe and said reduction reservoir and also said reduction reservoir is connected to atmosphere; means for manually controlling said valve device to effect reduction in equalizing reservoir pressure in several stages; means for automatically operating said valvedevice; and means for inflicting a penalty upon the engineer, unless the engineer anticipates the automatic means and operates said valve device to a brake applying position manually or the engineer has effected a reduction in equalizing reservoir pressure less than a certain period of time prior to the operation of the means for automatically operating said valve device.

26. In an automatic train control system for trains employing braking systems of the type in which the brake pipe is normally charged and in which a brake application is eiiected if brake pipe pressure is reduced; the combination. with an equalizing reservoir, a reduction reservoir and a main reservoir; of an engineers brake valve of the type described and usually employed in such type of braking systems except that the equalizing reservoir service exhaust port thereof has been plugged up; of a supple- Ill lld

mental valve connecting said reduction reservoir to atmosphere when said engineers brake valve is in the running position, and connecting said equalizing reservoir to the reduction reservoir through a restricted connection when said engineers brake valve is in the service position; a-handlefor operating said engineers valve; automatic means. for operating said valve; andv means for penalizing the engineer if said engineers valve is moved automatically'unless the eng'ineer has just reduced equalizing reservoir pressure to which reducedpressure the brake .pipe has not yet fallen as a result of the discharge 1 of pressure from the brake pipe through the equalizing discharge piston valve.

27. In an automatic train control system for trains employing braking systems of the type in which the brake pipe is normally charged and in which a brake application is' effected if brake pipe pressure is reduced; the combination with an equalizing reservoir, a reduction reservoir and a main reservoir of an engineers brake valve of the type described and usually employed in such type of braking systems except that the equ'alizing reservoir service exn-aust port thereof has been plugged up; of- -a,supplemental valve operatively connected to the .brake valve; said supplemental valve connecting said reduction reservoir to atmosphere when said engineers brake valve is in-the running position, and connecting said equalizing res-t ervoir to the reduction reservoir through a restricted connection when said engineers brake valve is in the service position; a handle for operating said engineers valve; automatic means for operating said .valve; and means for penalizingthe engineer ifsaid engineers valve is moved automatically unless the engineer has effected a reduction in equalizing reservoir pressure less than a certain period of time prior to the operation of the engineers valve by said automatic 28. In a braking system for railway trains of the type in whichthe brake pipe is normally charged and in which a brake application is effected if brake pipe pressure is reduced; the combination with an-equalizing reservoir; a reduction reservoir and a main reservoir; of an engineers brake valve of tlie'type described and usually employed 1n such type of brakin systems except that the equalizing reservoir service exhaust port thereof has been plugged up;.of a supple mental valve operatively connected to the brake valve; said supplemental valve connecting said reduction" reservoir to' atmosphere when said engineers brake valve is in the running position, and connecting said equalizing reservoir to the reduction reservoir through a restricted connection when said engineers brake valve is in the service position; a handle for o erating said valve; means for automatically operating said valve; and other automatic means for connecting said reduction reservoir to another reduction reservoir rendered effective after said first mentioned reduction reservoir has beenconn'ected to the equalizing reservoir by the automatic mean3: and means for pcnalizing the engineer if the engineers brake 'valve is operated automatically unlets the brake applying means, and means for penal-- izing the engineer ifhe has done nothing toward effecting a brake application by operating said brake applying means manually when said brake applying means has been operated automatically.

30. In an automatic train control system for railway trains employing braking systems in vwhich the brake pipe is normally charged and in which a redncti'on in brake pipe-pressure, efl'ects an application of the train brakes; the combination of brake applying means which if operated automatically affects a brake application due to a predetermined reduction in brake pipe pressure I obtained in two stages; means for manually operating sa d brake applying means; and meansfor penalizing the engineer if said brake applying means has been operated automatically unless the engineer has started a brake application less than a predetermined period of'time before said brake applying means was-operated automatically.

31-. In an automatic train control system for railway trains employing braking systems in which the brake pipe is normally charged andin which a reduction in brake pipe pressure effects an application of the" train brakes, theicombination of brake ap- 1 plyingmeans which if operated auton iatically effects a brake ap lication due to a predetermined reduction in brake pipe pressure in, two stages, means for operating said brake apply ng means, and means for penal izing the engineer if said brake applying means has been operated automatically unless the engineer has started a brake application less. than a predetermined period of. time before said brake applying means was operated automatically, said brake applying means if operated to a brake applying position manually also effecting a predetermined reduction in brake pipe pressure, and means for penalizing the engineer if said brake applying means is operated automatically.

32. In an automatic brake valve operator, the combination with the usual engineer-s brake valve, of means for automatically actuating said valve tothe service brake applying position and for simultaneously releasing the operative connection between the brake valve handle thereof and the valve for operation of the valve toward the release position, but maintaining such operative connection for movement of the valve by the handle toward the service and emergency position, and means for indicating when said automatically actuated means is in its normal position. a

In an automatic brake valve operator, the combination with the usual engineers brake valve, of means for automatically actuating said valve to the service brakeapplying position and for simultaneously releasing the operative connection between the brake valve handle thereof and the valve for operation of the valve toward the release position, but maintaining such operative connection for movement of the valve by the handle toward the service and emergency position, said mechanism being constructed so that the engineer is ad 'ised when the automatically actuated means is in its normal position.

34. Brake applying apparatus for air brake systems of the type wherein the brake pipe is normally charged and wherein venting of the brake pipe causes an application of the brakes, the combination with a manually operable valve having ports and passages whereby movement of said valve to different )ositions may effect charging or venting said brake pipe, and means associated with said valve whereby if said valve is moved to a brake applying position and held there said brake pipe is vented to a predetermined extent only but if said valve is moved to the brake applying position is then partly returned to the normal position and is then again moved to the brake applying position the brake pipe is vented to a greater extent. p

35. Brake applying apparatus for air brake systems of the type wherein the brake pipe is normally charged with fluid pressureand wherein venting of the brake pipe effects a brake application; the combination with the usual brake pipe; a main reservoir I J containing fluid pressure; and an engineer brake valve for charging said brake 'pipe from said main reservoir and venting said brake pipe to atmosphere comprising, a sta tionary casing having two parallelly arranged valve seats each having a port and a cavity therein, a rotary valve for each of said valve seats each having a port and a cavity therein for cooperation with the port and cavity in its cooperating valve seat, said fects a brake application; the combination" with the usual brake pipe; a main reservoir containing fluid pressure; and an engineers brake valve for charging said brake pipe from-said main reservoir and venting said brake pipe to atmosphere comprising, a stationary casing having two parallelly arranged valve seats each having a passage therein. a rotary valve for each of said valve seats each having a passage therein for cooperation with the passage in its cooperating valve seat, said valves being urgedagainst-their respective valve seats by fluid pie-sure, and a handle common to both of said valves for operating both of said valves sunultaneously.

37. Brake applying apparatus for air brake systems of the type wherein the brakepipe is normally charged with fluid pressure and wherein venting of the brake pipe effects a brake application; the combination with the usual brake pipe; :1. main reservoir containing fluid pressure; and an engineers brake valve for charging said brake pipe from said main reservoir and venting said brake pipe to atmosphere comprising, a stationary casing having two parallelly arranged valve seats, a rotary valve for each of said valve seats, said rotary valves having their axis of rotation coincident and said valves being urged against their respective valve seats by fluid pressurerand a handle operable about the axis of said rotary valves and operatively connected to both of said rotary valves, whereby both of said valves are'operated simultaneously upon movement of said handle.

In testimony whereof I atlix my si nature. 

